Once upon a time, back when we all had mainframes and then servers in our offices, we had edge computing. Our compute power was literally down the hall. Then, along came the cloud, and all that changed. Computers were hundreds of miles but milliseconds away. Now, with the rise of IoT, 5G, and our never-satisfied need for speed, edge computing is coming back with a vengeance. Indeed, at his keynote at Open Networking Summit in Belgium, Arpit Joshipura, The Linux Foundation‘s general manager of networking, said “edge computing will overtake cloud computing” by 2025.
When Joshipura is talking about edge computing, he means compute and storage resources that are five to 20 milliseconds away. He also means edge computing should be an open, interoperable framework. This framework should be independent of hardware, silicon, cloud, or operating system. Open-edge computing should also work with any edge-computing use case: Internet of Things (IoT) edge, a telecom edge, cloud edge, or enterprise edge, whatever, “Our goal here is to unify all of these.”
This is being done via LF Edge. This Linux Foundation organization seeks to bring all edge computing players under one umbrella with one technology. Its purpose is to create a software stack that unifies a fragmented edge market around a common, open vision for the future of the industry.
To make this happen, Joshipura announced two more projects were being incorporated into LF Edge: Baetyl and Fledge.
Formerly known as Baidu OpenEdge, Baetyl is meant to seamlessly extend cloud computing, data, and services to edge devices, thus enabling developers to build light, secure, and scalable edge applications. Its target audience is IoT edge device developers who need cloud computing, data, and services.
Why did Baidu, China’s answer to Google, contribute the code to LF Edge? Watson Yin, a Baidu VP, explained: “[Baidu] decided to donate Baetyl, the intelligent edge computing framework, to the community, hoping to reciprocate the open-source community while continuously contributing cutting-edge technologies to the global technology ecosystem.”
In short, Baidu, like so many other companies, believes that open source helps its business.
Fledge, once known as FogLAMP, is an open-source framework and community for the industrial edge. Its focus is on critical operations, predictive maintenance, situational awareness, and safety. Fledge is designed to integrate Industrial Internet of Things (IIoT), sensors and modern machines by sharing a common set of administration and application APIs with industrial “brown field” systems and the cloud.
Like Baidu, Flege’s creator, Dianomic Systems, brought its project to LF Edge because the company believes both the program and the business will be the better for it.
Tom Arthur, Dianomic Systems’ CEO and co-founder, stated: “The LF Edge’s efforts for an open, interoperable framework for the edge is especially needed for the industrial factory, plant, and mine — where almost every brown field system, piece of equipment, or sensor uses its own proprietary protocols and data definitions.”
That all sounds well and good for edge computing users and companies, but why does Joshipura think that edge computing will overtake cloud computing? After all, Gartner estimated the total worth of the public cloud market in 2019 will be $214.3 billion, with a growth rate of 17.5%. For that, you need to take a close look at LF Edge’s view of edge computing.
In it, the LF Edge sees industrial, enterprise and consumer use cases in complex environments spanning multiple edges and domains (a.k.a pretty much everywhere). Edge computing also has killer apps. These include video content delivery, autonomous vehicles’ augmented and virtual reality, 5G, and gaming.
There are two reasons you haven’t heard more about important edge computing is going to be. The first is that edge computing efforts have often been at cross-purposes. The LF Edge’s primary reason for existence is to bring unity to edge computing. The other reason is that most of edge computing’s killer apps aren’t here yet.
The key word is “yet.”
With more and more support for the LF Edge and its projects, and the rise of these new technologies Joshipura may yet be proven right. Stay tuned.
Rumor claims Mercedes-AMG C63 will go hybrid
One of the hottest AMG cars made by Mercedes-AMG is the C63. This car has traditionally had a big burly V-8 engine under the hood, making gobs of power. A new rumor has surfaced that claims that will change with the V-8 engine out and a hybrid four-cylinder powertrain in.
Automotive enthusiasts know that means an exhaust note that will lack the throaty rumble of the V-8 engine, but the hybridized four-cylinder will reportedly have massive amounts of power. What’s expected to live under the hood of the car is the AMG M139 turbocharged engine, which is used in the A45 S, combined with an electric rear-wheel-drive unit and integrated starter generator.
The turbocharger used on the four-cylinder also has electric assistance to reduce lag and improve throttle response. When all the electric and gas power is combined, rumor has it total output will be over 550 horsepower with maximum torque up to 590 pound-foot. The car will have active all-wheel drive, but a Drift mode will be standard for those who feel like putting on a smoke show.
All that power goes to the road via a nine-speed sport transmission, and the car will feature adaptive suspension and staggered tires. The vehicle will use a 400-volt electrical architecture rather than the 48-volt system used in other C-Class cars. Another interesting tidbit is that the car is tipped to drive about 40 miles on electricity alone.
One downside with hybridizing cars is the additional weight, with reports indicating the electric components add about 250 kilograms pushing the car close to 2000 kilograms overall. The upside is the smaller four-cylinder engine is reportedly 60 kilograms lighter than the outgoing V-8, and the vehicle will have a 50:50 weight distribution. The car is expected the land in the UK in early 2022, with the reveal by the end of the year.
2021 Jeep Grand Cherokee L starts at $37,000
Many SUV fans and Jeep fans are excited to hear that an all-new three-row Grand Cherokee was coming. Jeep has officially announced the starting prices for the all-new 2021 Jeep Grand Cherokee L line, including the entry-level Laredo, Limited, Overland, and Summit models. This vehicle marks the first three-row Grand Cherokee Jeep has ever offered.
The Laredo trim will start at $36,995 and promises a host of standard safety features. Standard features include adaptive cruise control and blind-spot monitoring along with all new LED exterior lighting, leather-wrapped steering wheel, tip and slide second-row seats, and a 10.25-inch frameless digital driver cluster with customizable menu options.
The next step up the ladder is the Limited model starting at $43,995. It includes Capri leather seats, a heated steering wheel, standard heated seats in the first two rows, remote start, and a power liftgate. The Overland model starts at $52,995, and 4×4 versions of this model include the Jeep Quadra-Trac II system and a unique Overland appearance.
Overland models get Nappa leather seats and door panels, standard ventilated front seats, premium navigation, LED ambient lighting, length adjustable front-row cushions, hands-free foot-activated power liftgate, and a dual-pane sunroof. Overland buyers can also opt for the optional Trail Rated-Road Group on 4×4 versions that adds skid plates, electronic limited-slip differential, 18-inch wheels, and all-season tires.
The Summit model starts at $56,995 and packs quilted leather seats, real wood veneers, 16-way adjustable front-row seats, and much more. The Summit Reserve starts at $61,995 and features quilted Palermo leather, open-pore waxed walnut wood trim, ventilated second-row seats, and a 950 Watt McIntosh audio system. None of the MSRP’s include the $1695 destination charge.
The Hyundai Ioniq 5’s cleverest trick happens when the EV is standing still
The 2021 Hyundai Ioniq 5 may be the automaker’s most dramatic – and appealing – production EV so far, but it’s the technology the automaker is pushing for when the electric hatchback is standing still that gives a taste of what’s to come. Announced earlier this week, the Ioniq 5 adopts a distinctly retro-futuristic aesthetic with its sharp creases and segmented LED lights.
At the front, the squared-off headlamps squint out from under a frowning hood edge. EVs often do away with a traditional grille – since the cooling needs are in different areas to those of internal combustion vehicles – but Hyundai has still applied one for design reasons, and with great result.
Cleanly fared-in bumpers and that sharp Z-shaped zigzag side crease lead around to a tapering hatchback rear. There, the rectangular light graphic makes another appearance, but without looking like there’s been a compromise in practicality with the tailgate opening. Factor in wheels that luxe sibling Genesis could be proud of, and you have a real looker of an EV.
According to Hyundai, we can expect a 72.6 kWh battery and either front-wheel drive or all-wheel drive for the US-spec Ioniq 5. 350 kW DC fast charging means a 5-percent to 80-percent top-up in under 20 minutes, assuming you can find a sufficiently-speedy charger. In the AWD version, with 302 horsepower and 446 lb-ft of torque, figure on 0-60 mph in 5.2 seconds.
The general response to how the Ioniq 5 looks and its performance numbers have been positive, but Hyundai is pushing the functionality you use when it’s standing still just as aggressively. V2L – or Vehicle to Load – basically allows you to use the Ioniq 5 as a huge mobile battery pack. Think along the lines of a Tesla Powerwall on wheels.
There are two power outlets in the Ioniq 5. One is in the rear, under the second-row seats; it’s active whenever the EV is switched on. A second is located alongside the charging port on the outside, and it’s capable of supply power even if the car is off. A converter, Hyundai says, can be used for running high-power electronic equipment off that port.
Relying on an EV as a mobile source of power isn’t new. We’ve already seen experiments with V2G – Vehicle to Grid – where electric cars act as temporary storage for times of low-cost excess power in the grid, and then feed it back when rates would typically be higher. The Plug & Charge standard beginning to get more commonplace among EV chargers also includes bidirectional charging elements alongside its zero-login session management.
Still, it’s not exactly a well-known feature at present, though that could change in the near future. The outages in Texas already this year, along with sky-rocketing costs as gas and electricity demand surged far beyond predicted levels, have demonstrated just what an impact climate change could have on utilities. Even if the grid is up to the task, natural perils like forest fires can still force a switch-off, as California has discovered over several seasons.
Home backup generators, which typically run on natural gas, are available but can be expensive, both to install and – depending on prices when you need that power – to run. Meanwhile home batteries, like those from Tesla and others, are increasingly capacious and can store power from solar, but are still expensive. If you don’t have solar panels, meanwhile – or you have the wrong sort of system installed – then once the home batteries run down you’re left out of power.
If your home battery is part of an EV, however, you could in theory drive to a charger and top up. That does, of course, rely on chargers themselves having power still, and it would leave the home offline while you were away charging, but a smaller fixed battery could potentially take up the slack during that shorter period.
For now, that sort of V2L application is beyond what Hyundai is explicitly talking about with the Ioniq 5. Its focus has been more on charging things like laptops and electric scooters, or running useful appliances while camping. Those sort of applications are probably going to be more readily understood to a mass market audience still learning to see an EV as more than just a car which happens to run on electricity.
Hyundai will explain more on that front as we get closer to the 2022 Ioniq 5’s arrival in US dealerships this fall. Down the line, though, it seems increasingly likely that the concept of an electric car using its power simply to drive around will be considered short-sighted. That’s only going to be accelerated as we see more examples of just how fragile the grid we rely on every day can be.
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